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In 400m track and field facilities, safety for athletes and training requirements often necessitate the inclusion of additional plastic surface areas outside the main track, known as the aid or auxiliary area. When constructing grassroots-level tracks, it's essential to plan both the main track and the auxiliary areas simultaneously. While the main runway should be the primary focus during construction, building them separately can result in numerous construction joints. Moreover, if not coordinated properly, heavy machinery and transport vehicles passing over the main track can cause unnecessary damage. Therefore, it’s best to construct the auxiliary area alongside the main runway, especially when working on asphalt concrete and lower layers, ensuring a more efficient and damage-free process.
For the asphalt concrete paving in the auxiliary area, a team of experienced workers should be assigned to handle the task. The day of the main runway paving should begin 1 to 2 hours earlier than usual. Following the overall paving sequence, the four sections of the auxiliary area should be prepared in advance according to the design drawings. Once the paving is complete, refer to Figure 1.4.18 for visual guidance. After the first section is laid, the asphalt paver starts its operation. Once the paver finishes, the joints are manually leveled and connected to ensure a smooth transition. After the second manually paved section is completed, the paver returns to connect the seams, making sure they are even and seamless. The third section is then manually paved until completion, ensuring consistent quality across the entire auxiliary area.
1 – First manual paving zone
2 – Second manual paving zone
3 – Third manual paving zone
4 – Fourth manual paving zone
5 – Starting point of the asphalt paver
The manual paving in the auxiliary area should be monitored by a surveyor using a 5m x 5m grid system. The outer edges of the main track and the auxiliary area often have variable slope points. To maintain accuracy, it's crucial to rely on measured height data rather than visual estimation, preventing any deformation of the main track's slope. This careful approach ensures that the final surface is both safe and suitable for athletic performance.